Passenger cars with a front storage space

Abstract

The invention relates to a passenger car, with a bodyshell (12) as the first component, and with a front-side loading space element (26) which is formed separately from the bodyshell (12) and fastened to the bodyshell (12) as the second component, by which a front-side storage space (28) is delimited, wherein at least one tolerance compensation element (34) which is at least partially movable relative to the one component is held on one of the components, by means of which the loading space element (26) is supported on the bodyshell (12).

Description

[0001] The invention relates to a passenger car with a front storage space according to the preamble of claim 1.

[0002] DE 10 2019 007 850 B4 discloses a loading space arrangement for a front compartment of a motor vehicle which can be closed by a front hood, with a loading space box which is closed by a lid arranged in a closed position below a front hood which can also be displaced between a closed position and an open position.

[0003] The generic document DE 10 2023 001 321 B3 discloses a passenger car with a bodyshell as the first component and with a front-facing load compartment element, formed separately from the bodyshell and attached to the bodyshell, as the second component, which defines a front-facing storage space. A tolerance compensation element is mounted on one of the components, which is at least partially movable relative to the first component and by means of which the load compartment element is supported on the bodyshell.

[0004] The object of the present invention is to provide a passenger car with a front storage space so that a particularly advantageous assembly of the loading space element can be realized.

[0005] This object is achieved by a passenger car having the features of claim 1. Advantageous embodiments with expedient further developments of the invention are the subject of the dependent claims.

[0006] The passenger car according to the invention, also referred to simply as a vehicle, has a bodyshell, also referred to as the body or supporting structure, which forms, for example, the interior of the passenger car, also referred to as the passenger cell or passenger compartment. While the passenger car is traveling, people, such as the driver, may be present in the interior of the passenger car.

[0007] In addition, the passenger car has a front-facing load compartment element which is formed separately from the bodyshell and fastened to the bodyshell, and which defines a front-facing storage space, in particular with an opening. The bodyshell is a first component of the passenger car, or is also referred to as the first component. The load compartment element is a second component of the passenger car, or is also referred to as the second component. The load compartment element is arranged at the front of the passenger car, so that the load compartment is located at the front. The front-facing storage space, also referred to as the front-facing load compartment, is also referred to as a frunk. The word “frunk” is a portmanteau of the English words “front” (for front, in front or in front...) and “trunk” (for trunk, load compartment or storage space). In particular, the load compartment element is attached to a front section of the bodyshell, also referred to as the vehicle front section.In particular, the bodyshell is a self-supporting body of the passenger car. Via the aforementioned opening, for example, the front storage space itself, i.e. considered on its own, opens into or onto an area surrounding the storage space or the passenger car. This means that, for example, an object to be transported, such as a bag or suitcase, can be moved through the opening and thus into the storage space via the opening and thereby arranged in the storage space. Furthermore, it is possible to move the object arranged in the storage space through the opening and thereby out of the storage space, thus removing it from the storage space and moving it onto or into the area surrounding the storage space. The loading space element is preferably designed as a solid body that is in particular inherently rigid and therefore dimensionally stable.

[0008] The passenger car can have a front hood, also referred to as a front flap, which is in particular designed separately from the bodyshell and can be held movable, in particular pivotable, on the bodyshell. The front hood is movable, in particular pivotable, for example, relative to the bodyshell and relative to the load compartment element between a closed position closing the opening and at least one open position exposing at least a partial area of ​​the opening. This means that in the closed position, the opening and thus the storage space are closed by the front hood, so that, for example, objects arranged in the storage space cannot undesirably fall out of the storage space through the opening while the passenger car is traveling.In the open position, the front hood exposes at least a portion of the opening, allowing, for example, the aforementioned object to be moved through the portion and thus placed in or removed from the storage space. The load compartment element can be attached at least indirectly, in particular directly, to the bodyshell.

[0009] In order to be able to realize a particularly advantageous assembly of the loading space element, it is provided according to the invention that at least one tolerance compensation element, which is in particular formed separately from the components, is held, in particular directly, on one of the components and is also referred to as the first tolerance compensation element. When reference is made above and below to the tolerance compensation element, this means the first tolerance compensation element unless otherwise stated. The tolerance compensation element is at least partially movable relative to one component and preferably also relative to the other component, in particular rotationally and / or translationally. This means that at least a partial region of the tolerance compensation element is movable relative to one component and preferably also relative to the other component, in particular rotationally and / or translationally.In particular, the tolerance compensation element can be moved relative to one component and preferably relative to the other component, while the tolerance compensation element is held on one component, thus being connected to the one component. The tolerance compensation element supports the loading space element on the bodyshell, in particular such that the loading space element is supported, in particular directly, on the tolerance compensation element, and the tolerance compensation element is supported, in particular directly, on the bodyshell. Particularly within the scope of a method for mounting the loading space element on the bodyshell, tolerances can be compensated, for example, by moving the tolerance compensation element relative to one component.For example, the tolerance compensation element is movable relative to one component along at least or exactly one compensation direction, in particular translationally, so that tolerances can be compensated, in particular, by moving the tolerance compensation element relative to one component along the compensation direction. In particular, the tolerance compensation element can be adjusted, for example, by moving the tolerance compensation element relative to one component, in particular along the compensation direction, thus being moved into a predeterminable or predetermined mounting position.Since the load compartment element is supported on the bodyshell through the intermediary of the tolerance compensation element, i.e., via the tolerance compensation element, an alignment, and thus a position of the load compartment element relative to the bodyshell, can be influenced and, for example, adjusted by adjusting the tolerance compensation element or by moving the tolerance compensation element into the assembly position, so that the load compartment element can be aligned particularly advantageously, in particular particularly easily and precisely, relative to the bodyshell by means of the tolerance compensation element. Furthermore, it is possible, for example, by adjusting the tolerance compensation element and the resulting adjustment of the load compartment element, to align the load compartment element, also referred to as a load compartment recess or designed as a load compartment recess, with at least one component of the passenger car, which is, for example, designed separately from the bodyshell and held on the bodyshell.The aforementioned component forms, for example, at least part of an outer skin of the passenger car, the outer skin of which, in the fully manufactured state of the passenger car, is visually and haptically perceptible to persons in the vicinity of the passenger car. In particular, for example, by adjusting the tolerance compensation element and the resulting adjustment of the loading space element, the loading space element can be adjusted and positioned relative to the aforementioned front hood.This is particularly advantageous, for example, when a seal, made of rubber, for example, and thus elastically deformable, is held on the loading space element, against which seal, for example, the front hood rests, in particular directly, in its closed position, whereby, for example, the opening mentioned and thus the loading space are sealed while sealing the loading space element against the front hood in the closed position. By adjusting the tolerance compensation element and thus by adjusting the loading space, an advantageous position of the seal, in particular relative to the front hood, can be set in a simple and precise manner.In addition, by adjusting the loading space element, thus by advantageously positioning the loading space element, in particular relative to the bodyshell, an advantageous fastening of the loading space element to the bodyshell can be realized without excessive tension or damage to the loading space element or the bodyshell or another element.

[0010] The invention is based, in particular, on the assumption that the available installation space in the bodyshell is utilized to accommodate the loading space element, e.g., configured as a loading space recess or referred to as a loading space recess, and thus the front-side storage space. The front-side storage space thus provides an advantageous loading volume that can be advantageously utilized by users of the passenger car. In particular, the passenger car is configured, for example, as an electric vehicle, in particular as a battery-electric vehicle (BEV), so that the front-side storage space can be provided with a particularly large volume. The front-side loading space element is attached to the bodyshell and is thus fixed to the bodyshell.

[0011] It has proven particularly advantageous if the load compartment element is connected to a front module of the bodyshell, also referred to as the front-end module, and to a strut brace of the bodyshell. Furthermore, it is preferably provided, in particular additionally, that the load compartment element is connected to an integral support, also referred to as a subframe, which is formed separately from the bodyshell and the load compartment element and is held on the bodyshell. In particular, the strut brace and the front module, also referred to as the front-end module, are components of the aforementioned front section, which may, for example, also include the integral support.Because the load compartment element, which is formed separately from the integral support and separately from the bodyshell and thus separately from the front module and separately from the strut brace, is connected, in particular directly, to the strut brace, in particular directly to the front module and, in particular directly, to the integral support, the load compartment element is particularly advantageously connected to the strut brace, the front module and the integral support and thus to the front end, so that the bodyshell and in particular the front end can be advantageously stiffened or reinforced by means of the load compartment element. Due to the described connection of the load compartment element to the bodyshell and to the integral support, thus to the strut brace, the front module and the integral support, a torsional load can be particularly advantageously supported and / or transmitted by means of the load compartment element, whereby advantageous torsional rigidity of the passenger car can be achieved, in particular at its front.

[0012] For example, the load space element is connected to the front module of the bodyshell at at least one joint, in particular directly. Preferably, the load space element is connected to the front module at a plurality of spaced-apart first joints, in particular directly. Furthermore, it is conceivable for the load space element to be connected to the strut brace at at least one second joint, spaced-apart from the first joint or from the first joints, in particular directly. It is particularly conceivable for the load space element to be connected to the strut brace of the bodyshell, in particular directly, at a plurality of spaced-apart second joints, each spaced-apart from the first joint or from the first joints.Alternatively or additionally, it is possible for the load compartment element to be connected, in particular directly, to the integral support at at least one third joint spaced apart from the first joint or from the first joints and from the second joint or from the second joints. Advantageously, the load compartment element is connected, in particular directly, to the integral support at a plurality of spaced-apart third joints spaced apart from one another, which are spaced apart from the first joint or from the first joints and from the second joint or from the second joints. This ensures a particularly strong connection of the load compartment element to the bodyshell and to the integral support, so that a particularly high torsional rigidity of the passenger car can be achieved.

[0013] By connecting the load compartment element to the bodyshell and the integral support, a functional integration can be created, giving the load compartment element at least a dual function. Firstly, the load compartment element is used to define and thus create the front-side storage space. The load compartment element is also referred to as a load compartment recess or is a load compartment recess in which objects to be transported can be stowed. Secondly, the load compartment element is used to provide structural support. This means that through the described connection of the load compartment element to the bodyshell and thus to a structure of the bodyshell and to the integral support, loads such as torsional loads, which occur, for example, when the passenger car is traveling, can be advantageously supported and / or diverted.Thanks to functional integration, multiple structural levels and their screw connections in the front section can be dispensed with compared to conventional solutions, thereby reducing weight, costs, installation space requirements, and assembly effort. Due to the described connection of the load compartment element to the front section and the integral support, the load compartment element has a structurally supporting effect, eliminating the need for additional, separate measures to implement structural support. This allows the number of parts and thus the costs, weight, and installation space requirements of the front section to be kept particularly low. Because the front-side load compartment element is connected to the bodyshell and thus fastened to the bodyshell, the load compartment element is integral with the bodyshell.The strut brace connects two domes, in particular spring strut and / or damper domes, of the bodyshell that are spaced apart in the transverse direction of the passenger car, in particular such that the strut brace is connected, in particular directly, to the domes. The domes of the bodyshell are bodyshell domes, with a respective spring and / or damper element of a wheel suspension of the passenger car being connected, for example, to the respective dome. The passenger car has, for example, at least or exactly two vehicle axles arranged consecutively and thus one behind the other in the longitudinal direction of the passenger car, also simply referred to as axles, namely a first vehicle axle and a second vehicle axle.The first vehicle axle is preferably a front axle of the passenger car, so that, for example, the second vehicle axle is a rear axle of the passenger car, the rear axle of which adjoins the front axle towards the rear in the longitudinal direction of the passenger car. The respective vehicle axles have at least or exactly two vehicle wheels, also simply referred to as wheels, wherein the respective vehicle wheels of the respective vehicle axle are arranged on opposite sides of the passenger car in the transverse direction of the passenger car. The vehicle wheels are ground contact elements of the passenger car, which can be or is supported on a ground downwards in the vertical direction of the passenger car via the ground contact elements.If the passenger car is driven along the ground while being supported downwards on the ground via the ground contact elements in the vertical direction of the passenger car, the ground contact elements roll, in particular directly, on the ground. For example, the vehicle wheels of the front axle, also referred to as front wheels, are movably coupled to the body via the aforementioned wheel suspension in such a way that the wheel suspension permits movements of the vehicle wheels of the front axle at least in the vertical direction of the passenger car and relative to the bodyshell and relative to the integral support. The aforementioned movements of the vehicle wheels of the front axle, also referred to as front wheels, are also referred to as wheel movements or compression and rebound movements.

[0014] The wheel suspension has, for example, a spring and / or damper element assigned to a first of the front wheels, via which the first front wheel is supported on the bodyshell in a sprung and / or damped manner. The first spring and / or damper element is connected to a first of the domes. The wheel suspension has a second spring and / or damper element assigned to a second of the front wheels, via which the second front wheel is supported on the bodyshell in a sprung and / or damped manner. The second spring and / or damper element is connected to a second of the domes. Since the domes are spaced apart from one another in the transverse direction of the passenger car and thus lie opposite one another in the transverse direction of the passenger car, the aforementioned spring and / or damper elements of the wheel suspension also lie opposite one another in the transverse direction of the vehicle.

[0015] The wheel suspension also has, for example, at least one first check arm assigned to the first front wheel and at least one second check arm assigned to the second front wheel. The first check arm is articulated to the first front wheel, and the second check arm is articulated to the second front wheel. Furthermore, for example, the first check arm is articulated to the integral support and, via the integral support, to the bodyshell, and for example, the second check arm is articulated to the integral support and, via the integral support, to the bodyshell. This means, for example, that the check arms are articulated to the integral support, so that the check arms are articulated to the bodyshell via the integral support. The check arms are parts of the wheel suspension whose parts are articulated to the integral support and, via the integral support, to the bodyshell.Thus, the front wheels are articulated to the integral support via the wheel guides, also referred to simply as control arms, and via these to the bodyshell, in particular in such a way that the wheel guides allow the aforementioned compression and rebound movements of the front wheels, at least in the vertical direction of the passenger car and relative to the integral support and relative to the bodyshell. These compression and rebound movements of the front wheels can be cushioned and / or damped by means of the spring and / or damper elements.

[0016] Preferably, the load compartment element is firmly and thus immovably connected, in particular screwed, to the front module, the strut brace, and the integral support. This allows for particularly high rigidity, particularly torsional rigidity. Preferably, the aforementioned compensation direction runs in the vertical direction of the passenger car, i.e., parallel to the vertical direction of the passenger car.

[0017] The feature that the tolerance compensation element is preferably held directly on the one component is to be understood as meaning that the tolerance compensation element is not held on the one component using a further element formed separately from the tolerance compensation element and separately from the one component, but rather the tolerance compensation element is preferably held directly on the one component.

[0018] It is preferably provided that a plurality of, and thus at least or exactly two, tolerance compensation elements are held, in particular directly, on one component. These tolerance compensation elements are formed separately from the components and are each movable at least partially relative to one component and preferably also relative to the other component, in particular translationally and / or rotationally and / or along the compensation direction. This tolerance compensation element is the aforementioned first tolerance compensation element and a further tolerance compensation element. The loading space element is supported on the bodyshell via the first tolerance compensation element and the further tolerance compensation element. The previous and following statements regarding the first tolerance compensation element can also be readily applied to the second tolerance compensation element and vice versa. The first tolerance compensation element and the further tolerance compensation element are preferably spaced apart from one another.

[0019] It has been found that precise positioning, i.e. alignment, also referred to as adjustment, of the load space element along the compensation direction relative to the bodyshell is advantageous in order to be able to realize a low-tension or tension-free and low-damage assembly of the load space element on the bodyshell. It is desirable to align the load space element along the compensation direction relative to the bodyshell in a simple and thus time- and cost-effective manner. This applies in particular when the compensation direction runs in the vehicle vertical direction of the passenger car, the vehicle vertical direction of which is also referred to as z or the z-direction. The invention now makes it possible to use the tolerance compensation element to align, i.e. adjust or position, the load space element precisely, time- and cost-effectively relative to the bodyshell along the compensation direction.

[0020] In order to be able to align the loading space element in a particularly simple manner, in particular relative to the bodyshell, it is provided according to the invention that the tolerance compensation element is formed from an elastically deformable plastic, whereby the tolerance compensation element is elastically deformable by at least partial movement of the tolerance compensation element relative to the one component.

[0021] It has proven particularly advantageous if the plastic is an elastically deformable plastic foam. This ensures particularly easy alignment of the load compartment element, especially relative to the body shell.

[0022] It has proven particularly advantageous if the tolerance compensation element is bonded, in particular directly, to one component. Thus, for example, the loading space element and the tolerance compensation element bonded, in particular directly, to the loading space element form a module that is easy to handle and align, thus saving time and money.

[0023] A further embodiment is characterized in that one component is the loading space element and the other component is the shell, whereby the loading space element can be aligned relative to the shell in a particularly time- and cost-effective manner.

[0024] The invention provides for the use of a tolerance compensation element made of plastic, in particular plastic foam, which, in particular when formed from plastic foam, is a foam element or is also referred to as a foam element. If, for example, the foam element is held, in particular directly, on one component, in particular glued to the one component, then the foam element is, for example, integrated into the loading space element. For example, the loading space element is supported, in particular directly, on the front module, which has already been adjusted, in particular directly, in particular, for example, in such a way that the loading space element is supported, in particular directly, on at least one support surface, which has already been adjusted, of the front module. For this purpose, for example, the loading space element is placed, in particular directly, on the support surface, which has already been adjusted, of the front module.In addition, for example, the loading space element is moved relative to the bodyshell in such a way that the tolerance compensation element, in particular the foam element, is supported, in particular directly, on the bodyshell, in particular in such a way or by the fact that the tolerance compensation element, in particular the foam element, is supported on at least one non-adjusted bodyshell surface of the bodyshell, in particular one of the domes. For this purpose, for example, the tolerance compensation element, in particular the foam element, is placed, in particular directly, on the bodyshell surface. The bodyshell surface is, for example, a surface of one of the domes.By supporting the tolerance compensation element, in particular the foam element, in particular directly, on the bodyshell, in particular the bodyshell surface, in particular by placing the tolerance compensation element, in particular the foam element, in particular directly, on the bodyshell surface, the load compartment element is supported on the bodyshell, in particular the bodyshell surface, in particular placed on the bodyshell, in particular on the bodyshell surface, with the aid of the tolerance compensation element, in particular the foam element. An external dimension of the tolerance compensation element, which runs in particular along the compensation direction and is also referred to, for example, as height or z-height, has, for example, a minimum tolerance height, which is, for example, a bodyshell tolerance up to the outer skin.Since the tolerance compensation element is preferably elastically deformable, the tolerance compensation element has an elasticity, particularly in the form of rubber elasticity, which precisely supports the dead weight of the load compartment element. As a result, the load compartment element is positioned exactly horizontally or slightly tilted upwards within a tolerance range that can be specified or predetermined, for example, particularly along the compensation direction. The load compartment element can now, for example, be attached with little pressure to a stop on the strut brace, also referred to as a stop, in particular by screwing against the stop, in particular in a fastening direction, for example in the screw direction, which runs, for example, in the longitudinal direction of the vehicle. In this case, the stop or stop is also referred to as an x-stop or x-attachment.As a result, the loading space element is automatically positioned in a desired position by the elasticity of the tolerance compensation element, and thus by its elastic compliance, in particular along the compensation direction, wherein the said desired position is also referred to as the z-position if the compensation direction runs in the vertical direction of the vehicle.

[0025] In order to be able to align, i.e. adjust and thus position, the tolerance compensation element itself and the loading space recess via the tolerance compensation element particularly easily and thus quickly and cost-effectively, a further embodiment of the invention provides for the tolerance compensation element to be movable at least partially and at least or exclusively in the vertical direction of the passenger car relative to the one component. Thus, it is preferably provided that the compensation direction runs in the vertical direction of the vehicle. In other words, it is preferably provided that, with respect to the transverse direction of the vehicle, the longitudinal direction of the vehicle and the vertical direction of the passenger car, the tolerance compensation element is at least partially movable exclusively in the vertical direction of the vehicle relative to the one component, whereby a particularly simple tolerance compensation can be achieved.

[0026] Finally, it has proven particularly advantageous if at least one second tolerance compensation element is screwed to the load compartment element, which second tolerance compensation element is provided in addition to the tolerance compensation element and is translationally displaceable relative to the load compartment element by rotation relative to the load compartment element, and via which the load compartment element is supported, in particular along a support direction, on the integral support held on the bodyshell. Preferably, the support direction runs parallel to the compensation direction or the support direction coincides with the compensation direction, so that the support direction preferably runs in the vertical direction of the passenger car. By means of the second tolerance compensation element, tolerances can be compensated particularly advantageously, in particular along the support direction.For example, the second tolerance compensation element is supported on the integral support, at least indirectly, in particular directly, in particular along the support direction, whereby the load compartment element is supported on the integral support via the second tolerance compensation element, in particular along the support direction. Because the second tolerance compensation element is translationally displaceable, i.e., movable, relative to the load compartment element and also relative to the integral support by rotating the second tolerance compensation element relative to the load compartment element and in particular about a compensation rotation axis, tolerances, in particular positional tolerances, between the load compartment element and the integral support can be compensated, i.e., balanced, in a simple, time-efficient, and cost-effective manner, thus enabling cost-effective assembly of the load compartment element.Furthermore, it is possible to design the second tolerance compensation element, which may be configured as a bushing, i.e., a tolerance compensation bushing, as a single piece, i.e., in particular, as a single unit, and thus to manufacture it from a single piece, so that the second tolerance compensation element can be designed in a lightweight and cost-effective manner. This allows the overall weight and cost of the passenger car to be kept particularly low.

[0027] The second tolerance compensation element is in particular screwed to the loading space element formed separately from the second tolerance compensation element in such a way that the second tolerance compensation element has a third thread and the loading space element has a fourth thread corresponding to the third thread, wherein the third thread and the fourth thread are screwed to one another, in particular directly.If the second tolerance compensation element and thus the third thread are rotated in particular about the aforementioned compensation axis of rotation relative to the loading space element and thus relative to the fourth thread, the third thread and the fourth thread convert this rotation of the second tolerance compensation element about the compensation axis of rotation and relative to the loading space element into a translational movement of the second tolerance compensation element, in particular along the compensation axis of rotation and relative to the loading space element, so that the second tolerance compensation element can be translationally displaced relative to the loading space element simply and thus in a time- and cost-effective manner and thus precisely by rotating the second tolerance compensation element relative to the loading space element.As a result, tolerances, in particular positional tolerances, between the loading space element and the integral support can be compensated for easily, quickly and cost-effectively, in particular along the support direction, so that the loading space element can be supported securely and stably on the integral support via the second tolerance compensation element, in particular along the support direction.

[0028] Further advantages, features, and details of the invention will become apparent from the following description and the drawings, which show: Fig. 1 shows a partial schematic and perspective top view of a first embodiment of a passenger car; and Fig. 2 shows a further schematic and perspective plan view of the passenger car according to the first embodiment; and Fig. 3 shows a partial schematic perspective view of the passenger car according to the first embodiment; and Fig. 4 shows a partial schematic and perspective top view of an embodiment of the passenger car according to the invention; and Fig. 5 shows a schematic and partially sectioned and perspective side view of the passenger car according to Fig. 4; and Fig. 6 a schematic and perspective sectional view of the passenger car.

[0029] In the figures, identical or functionally identical elements are provided with the same reference symbols.

[0030] Fig. 1 shows a schematic and perspective top view of a first embodiment of a passenger car, the front of which is in Fig. 1 is partially visible and designated 10. The passenger car, whose interior, also referred to as the passenger cell or passenger compartment, is formed by a bodyshell 12 of the passenger car, is also referred to as a vehicle or motor vehicle.

[0031] The bodyshell 12 has a front module 14, also referred to as a front-end module, and a strut brace 16, the longitudinal extension of which runs at least substantially in the transverse direction of the passenger car. Furthermore, the bodyshell 12 has strut towers 18 and 20, which are also referred to as spring strut towers or, in this case, are designed as spring strut towers. The strut brace 16 is connected, in particular directly, to the strut towers 18 and 20, whereby the strut towers 18 and 20, which are spaced apart from one another in the transverse direction of the passenger car, are connected to one another via the strut brace 16. This enables a particularly high rigidity, in particular torsional rigidity, of the bodyshell 12, in particular of a front end 22 of the bodyshell 12, to be achieved.A respective associated spring and / or damper element is connected to the respective dome 18, 20, so that the respective spring and / or damper element belonging to the respective dome 18, 20 is connected to the respective associated dome 18, 20. A first of the spring and / or damper elements is assigned, for example, a first vehicle wheel, which is supported on the bodyshell 12 in a spring-loaded and / or damped manner via the first spring and / or damper element. For example, the first spring and / or damper element is connected to the dome 18. A second of the spring and / or damper elements is assigned, for example, a second vehicle wheel of the passenger car, wherein, for example, the second vehicle wheel is supported on the bodyshell 12 in a spring-loaded and / or damped manner via the second spring and / or damper element. The aforementioned vehicle wheels are preferably vehicle wheels on the same vehicle axle of the passenger car.The passenger car, for example, has at least or exactly two vehicle axles arranged consecutively and thus one behind the other in the longitudinal direction of the passenger car, namely the aforementioned vehicle axle as the first vehicle axle and a second vehicle axle. For example, the first vehicle axle is a front axle of the passenger car, so that, for example, the aforementioned vehicle wheels of the first vehicle axle are front wheels. The spring and / or damper elements are components of a wheel suspension, via which the vehicle wheels are articulated to the bodyshell 12, in particular such that the wheel suspension permits wheel movements of the vehicle wheels, also referred to as compression and rebound movements, at least in the vertical direction of the passenger car relative to the bodyshell 12.The vehicle wheels are ground contact elements by means of which the passenger car can be or is supported on the ground in the vertical direction of the vehicle downwards. If the passenger car is driven along the ground while being supported on the ground in the vertical direction of the passenger car downwards via the ground contact elements, the vehicle wheels roll, in particular directly, on the ground. The vehicle wheels are also simply referred to as wheels, and the respective vehicle axle is also simply referred to as axle. In particular, it is conceivable for the strut brace to be formed separately from the domes 18 and 20 and to be connected to the domes 18 and 20, in particular directly in each case.

[0032] The passenger car also has an integral support 24, which is designed separately from the bodyshell 12 and thus separately from the domes 18 and 20 and separately from the strut brace 16 and is also referred to as a subframe, which consists of Fig. 2 can be seen. The integral support 24 is connected to the bodyshell 12 and thus held on the bodyshell 12. For example, components of the aforementioned wheel suspension are connected to the integral support 24. It is particularly conceivable that two of the parts of the wheel suspension are the spring and / or damper elements, which are thus connected, for example, in particular in an articulated manner, to the integral support 24. Alternatively or additionally, for example, at least one wheel check arm of the wheel suspension, also simply referred to as a control arm, is assigned to the respective vehicle wheel, so that, for example, a first of the wheel check arms is assigned to the first vehicle wheel and a second of the wheel check arms of the wheel suspension is assigned to the second vehicle wheel. Thus, the first wheel check arm belongs to the first vehicle wheel and vice versa, and thus the second wheel check arm belongs to the second vehicle wheel and vice versa.The respective vehicle wheel is articulatedly coupled to the bodyshell 12 via the respective associated check rail, in particular such that the check rails permit or will permit the aforementioned compression and rebound movements of the vehicle wheels, at least in the vertical direction of the vehicle and relative to the bodyshell 12 and also relative to the integral support 24. The respective check rail is, for example, articulatedly coupled to the respective associated vehicle wheel. Furthermore, the respective check rail is, for example, articulatedly connected to the integral support 24 and, via this, to the bodyshell 12. Alternatively or additionally, it is conceivable for at least one electric motor of the passenger car to be held, in particular mounted, on the integral support 24, wherein the vehicle wheels can be driven, in particular purely electrically, by means of the electric motor.Thus, the passenger car is preferably designed as an electric vehicle, in particular as a battery-electric vehicle (BEV). The integral support 24 has, for example, two longitudinal elements, in particular longitudinal members, spaced apart from one another in the transverse direction of the passenger car, the respective longitudinal extension direction of which extends at least substantially in the longitudinal direction of the vehicle. Furthermore, the integral support 24 has, for example, at least one transverse element, in particular a cross member, whose longitudinal extension direction extends at least substantially in the transverse direction of the passenger car. The longitudinal elements are connected to one another via the transverse element, in particular such that the transverse element is connected to the longitudinal elements, in particular at both ends.

[0033] The passenger car also has a loading space element 26 arranged at the front 10 and thus at the front, also referred to as a storage space element or loading box, which in Fig. 2 is shown transparently. The loading space element 26 delimits a storage space 28 arranged at the front 10 and thus at the front, also referred to as the loading space, in which objects can be transported. The front-side storage space 28 has an opening 30 which is delimited completely along its circumferential direction by an edge region 32 of the loading space element 26, in particular directly. The passenger car also has, for example, a front hood (not visible in the figures) arranged at the front 10, which is held movably, in particular pivotably, on the bodyshell 12 and is movable, in particular pivotable, relative to the bodyshell 12 between a closed position closing the opening 30, in particular completely, and at least one open position exposing at least a partial region of the opening 30.

[0034] In Fig. 1 and Fig. 2 particularly schematically shows a first joining region B1, in which, for example, at least one or more first joining points are arranged. At the respective first joining point, the load compartment element 26, which is formed separately from the bodyshell 12 and thus separately from the strut brace 16, separately from the domes 18 and 20 and separately from the front module 14, and which is also formed separately from the integral support 24, is connected, in particular directly, to the front module 14, in particular firmly, for example in such a way that at the respective first joining point, the load compartment element 26 is screwed, in particular directly and / or firmly, to the front module 14. This is to be understood in particular that at the respective first joining point, the load compartment element 26 is immovably connected to the front module 14. Particularly schematically shown in Fig. 1 and Fig. 2 is also a second joining region B2, in which at least one or more second joining points are arranged. At the respective second joining point, the loading space element 26 is connected, in particular directly and / or fixedly, to the strut brace 16, in particular by screwing. Thus, the loading space element 26 is, for example, immovably and preferably directly connected, in particular by screwing, to the strut brace 16 at the respective second joining point. Particularly schematically in Fig. 1 and Fig. 2 also shows a third joining region B3, in which at least one or more third joining points are arranged. At the respective third joining point, the load space element 26 is connected, in particular screwed, to the integral support 24, in particular directly and / or fixedly, thus immovably. The respective joining region B1, B2 is arranged, for example, above the joining region B3 in the vehicle's vertical direction. The joining region B1 is arranged, for example, further forward in the vehicle's longitudinal direction than the joining region B2 and is therefore also referred to as the front joining region, in particular the front screw connection, so that the joining region B2 is also referred to, for example, as the rear joining region or rear screw connection. Furthermore, the third joining region B3, for example, is thus referred to as the lower joining region, in particular the lower screw connection.

[0035] The cargo space element 26 is also referred to as the first component or is a first component of the passenger car. The bodyshell 12 is also referred to as the second component or is a second component of the passenger car.

[0036] Fig. 3 shows a partial schematic perspective view of the passenger car according to the first embodiment, which is also shown in Fig. 1 and Fig. 2 is shown. From Fig. 3 shows that a seal 32 is held on the loading space element 26, which seal extends, for example, completely around the opening 30 in the circumferential direction. In particular, the seal 32 is formed separately from the loading space element 26 and held on the loading space element 26. The seal 32 is very preferably made of rubber and is thus elastically deformable. In the closed position, the front hood is sealed against the loading space element 26 by means of the seal 32, thereby sealing the opening 30. For this purpose, for example, in the closed position, the front hood rests directly against the seal 32.

[0037] Because the loading space element 26 is connected to the front module 14, the strut brace 16 and the integral support 24, a weight-efficient connection of the loading space element 26 to the bodyshell 12 and to the integral support 24 as well as a particularly high rigidity, in particular a high torsional rigidity, of the passenger car, in particular at its front 10, can be realized.

[0038] In order to be able to assemble the loading space element 26 in a particularly simple and thus time- and cost-effective manner, first tolerance compensation elements 34 are held on one of the components mentioned, wherein one of the tolerance compensation elements 34 is particularly well made of Fig. 3 is recognizable. In the Fig. 1 to 3, one component is the bodyshell 12, so that the other component is the loading space element 26. As will be explained in more detail below, in the first embodiment the respective first tolerance compensation element 34 is designed as a respective screw element, which is very preferably designed as a respective screw, in particular as a respective stud screw. The respective tolerance compensation element 34 is held on the one component so as to be at least partially movable relative to the one component. This means that at least a partial region of the respective first tolerance compensation element 34 can be moved relative to the one component. In the first embodiment, the respective tolerance compensation element 34 can be moved at least translationally along a respective compensation direction relative to the one component.Preferably, the compensation direction runs in the vertical direction of the passenger car, thus parallel to the vertical direction of the passenger car. Through the intermediary of the first tolerance compensation elements 34, i.e., via the first tolerance compensation elements 34, the load compartment element 26 is supported on the bodyshell 12, in particular along the compensation direction. By moving the respective tolerance compensation element 34 along the compensation direction and relative to the one component, the respective tolerance compensation element 34 can be adjusted, i.e., aligned or positioned, relative to the one component.As a result, since the loading space element 26 is supported on the bodyshell 12 via the tolerance compensation elements 34, the loading space element 26 can be adjusted, i.e. aligned or positioned, relative to the bodyshell 12, in particular along the compensation direction, so that a simple, time- and cost-effectively feasible and precise alignment, and thus positioning of the loading space element 26 relative to the bodyshell 12 can be achieved.

[0039] Out of Fig. 3 that the respective tolerance compensation element 34 has a respective support surface 37, on which the other component is supported, in particular along the support direction and very particularly directly. In the first embodiment, the respective tolerance compensation element 34 is screwed, in particular directly, to one component (body shell 12). As a result, in order to compensate for tolerances, in particular along the support direction, the respective tolerance compensation element 34 and thus the respective support surface 37 of the respective tolerance compensation element 34 can be translationally displaced, and thus moved, relative to one component, in particular along the support direction, by rotating the tolerance compensation element 34 relative to the one component.

[0040] In the first step of a method for mounting the loading space element 26 on the bodyshell 12, for example, the respective tolerance compensation element 34 is adjusted, and thus positioned, in particular along the support direction, for example relative to an outer skin of the passenger vehicle. For this purpose, the respective tolerance compensation element 34 is moved along the respective support direction relative to the bodyshell 12, in particular by rotating the respective tolerance compensation element 34, in particular about a respective axis of rotation relative to the bodyshell 12 (relative to the one component). In particular, the axis of rotation coincides with the support direction. For example, the respective support surface 37 is formed by a respective flange of the respective tolerance compensation element 34, also referred to as a support flange or support flange.

[0041] In a second step of the method, which follows the first step, for example, the other component, in the first embodiment the load compartment element 26, is supported on the tolerance compensation elements 34, in particular on the support surfaces 36, in particular such that the other component is placed on the tolerance compensation elements 34, in particular on the support surfaces 36. As a result, the load compartment element 26 and thus the seal 32 are advantageously aligned, in particular relative to the bodyshell 12 and thus relative to the aforementioned outer skin. In a third step of the method, which follows the second step, for example, the load compartment element 26 is connected, in particular directly and / or firmly, to the front module 14 at the respective first joint and in particular to the strut brace 16 at the respective second joint, in particular screwed.In a fourth step of the process, for example, following the third step, a further tolerance compensation takes place, which is explained in more detail below.

[0042] Fig. 4 and Fig. 5 show an embodiment of the passenger car according to the invention. In the second embodiment, one component is the loading space element 26, so that in the second embodiment the other component is the bodyshell 12. In the second embodiment, the respective tolerance compensation element 34 is formed from an elastically deformable plastic, wherein the respective first tolerance compensation element 34 is elastically deformable by at least partial movement of the respective tolerance compensation element 34 relative to the one component and very particularly along the support direction. The plastic is preferably an elastically deformable plastic foam, so that the respective first tolerance compensation element 34 is designed as a respective foam element, which is also simply referred to as foam.In this case, for example, the respective tolerance compensation element 34 is glued, in particular directly, to one component, in particular in such a way or by the fact that the respective tolerance compensation element 34 is glued, in particular directly, to the one component. With regard to the second embodiment, for example, in the first step of the method, the loading space element 26 is supported on the bodyshell 12 via the tolerance compensation elements 34, in particular along the support direction, in particular in such a way that the tolerance compensation elements 34 are supported on the bodyshell 12, in particular directly, along the support direction.For this purpose, for example, the loading space element 26 and, with it, the tolerance compensation elements 34 held therein are moved relative to the bodyshell 12 such that the tolerance compensation elements 34, and via them the loading space element 26, are placed on the bodyshell 12, in particular along the support direction, in particular on corresponding bodyshell surfaces of the bodyshell 12. An external dimension of the respective elastic foam, i.e. of the respective tolerance compensation element 34, running along the support direction and also referred to as the height, has, for example, a minimum tolerance height, which is, for example, a bodyshell tolerance up to the outer skin. In the second embodiment, the respective tolerance compensation element 34 has an elasticity that just supports the dead weight of the loading space element 26.As a result, the loading space element 26, after it has been supported on the bodyshell 12 along the support direction via the tolerance compensation elements 34, lies in a tolerance field along the support direction, for example, at least substantially horizontally aligned or tilted upwards.In the second step of the method, which particularly follows the first step, for example with regard to the second embodiment, the load compartment element 26 is pressed at the front against the strut brace 16 in the vehicle's longitudinal direction and, in the process, is aligned in its tilted position along the support direction or in the vehicle's vertical direction and is connected, in particular screwed, to the strut brace 16, in particular at the respective second joining point, whereupon, for example, the third step is carried out, in which the load compartment element 26 is connected, in particular screwed, at the respective first joining point, in particular to the front module, in particular in the vehicle's vertical direction. As a result, the load compartment element 26 is connected, in particular screwed, without any tension, in particular in a plane spanned by the vehicle's longitudinal direction and the vehicle's transverse direction, also referred to as the xy plane.Also with regard to the second embodiment, for example, the aforementioned fourth step is carried out following the third step.

[0043] In the fourth step of the method, the fourth step of which can be carried out in particular for both the first embodiment and the second embodiment, a resulting tolerance gap between the load compartment element 26, which is connected in particular to the strut brace 16 and the front module 14 and is screwed in particular, and the integral support 24 is compensated, in particular along a tolerance direction which runs, for example, in the vehicle's vertical direction. Thus, for example, the aforementioned tolerance gap is arranged along the tolerance direction between the load compartment element 26 and the integral support 24. By means of the fourth step, the load compartment element 26 is aligned and screwed in a tension-free manner, in particular to the integral support 24 and / or along the tolerance direction, which is, for example, the vehicle's vertical direction or runs in the vehicle's vertical direction.

[0044] In order to advantageously compensate, that is to say equalize, tolerances between the loading space element 26, which is already connected to the strut brace 16 and the front module 14, and the integral support 24 along the tolerance direction and thus, for example, in the vehicle vertical direction, in particular in the fourth step, whereby a firm and, in particular, stress-free connection of the loading space element 26 to the integral support 24 can be realized, in particular at the respective third joint point, as can be seen particularly well from Fig. 6, at least one second tolerance compensation element 36 is screwed to the loading space element 26, which in the case of Fig. 6 is designed as a bushing, thus as a tolerance compensation bushing. It can be seen that the tolerance compensation element 36 is arranged, for example, at one of the third joints, at several of the third joints, or at all third joints, wherein in Fig. 6, the third joint, at which the second tolerance compensation element 36 is arranged, is designated S3. The previous and following explanations regarding the Fig. 6 are also transferable to the other third joints arranged in the third joining area B3 and vice versa. Fig.6 is also that, for example, at the third joint S3, a connecting element 38 is arranged, which is designed in particular separately from the loading space element 26 and separately from the integral support 24, by means of which the loading space element 26 is connected, in particular directly and / or firmly, to the integral support 24, in particular by screwing. It can be seen that, for example, the connecting element 38 is a further screw element, in particular a further screw, so that, for example, at the respective joint S3, the loading space element 26 is screwed, in particular directly and / or firmly, to the integral support 24 by means of the respective further screw. It can also be seen that the connecting element 38 and the tolerance compensation element 36 are arranged coaxially to one another. In the present case, the connecting element 38 penetrates the tolerance compensation element 36, in particular completely.For example, in a first sub-step of the fourth step, the loading space element 26 and the tolerance compensation element 36 bolted to the loading space element 26 are provided, in particular in a state in which the loading space element 26 is not yet connected to the integral support 24 but, for example, is already connected to the bodyshell 12. In this state, however, the tolerance compensation element 36 is bolted to the loading space element 26.In a second sub-step of the fourth step of the method, which in particular follows the first sub-step, the tolerance compensation element 36, for example, is rotated about a further axis of rotation, which coincides, for example, with the tolerance direction, relative to the loading space element 26, in particular while it is screwed, in particular directly, to the loading space element 26, in particular by means of a tool not shown in the figures, and specifically in such a direction of rotation that the rotation of the tolerance compensation element 36 about the further axis of rotation and relative to the loading space element 26 causes the tolerance compensation element 36 to be translationally displaced, i.e. moved, relative to the loading space element 26, in a direction illustrated by arrows 40 and coinciding with the further axis of rotation or running parallel to the further axis of rotation.In this case, for example, the tolerance compensation element 36 is moved toward the integral support 24, in particular translationally, in particular such that the tolerance compensation element 36 is moved into, in particular direct, support contact with the integral support 24, in particular with a component 42 of the integral support 24. This is done in particular such that the tolerance compensation element 36 is supported, in particular directly supported, on a surface 44 of the integral support 24, in particular of the component 42, facing the loading space element 26.It can be seen that at least one partial region T of the loading space element 26 which directly adjoins the tolerance compensation element 36, faces the integral support 24, in particular the surface 44, and completely surrounds the tolerance compensation element 36 in the circumferential direction of the tolerance compensation element 36 running around the further axis of rotation, in particular a further surface of the loading space element 26 facing the surface 44, the further surface of which is arranged, for example, in the partial region T, is spaced from the integral support 24, in particular along the tolerance direction, so that, for example, the aforementioned tolerance gap is arranged, in particular along the tolerance direction, between the surface 44 and the further surface of the loading space element 26. Thus, for example, the surface 44 and the further surface of the loading space element 26, in particular along the further axis of rotation, delimit the tolerance gap, in particular directly.The tolerance gap is bridged by the tolerance compensation element 36 in that the tolerance compensation element 36 is moved into, in particular direct, support contact with the surface 44 and thus the integral support 24. Thus, the loading space element 26 is advantageously supported on the integral support 24 via the tolerance compensation element 36, in particular along the tolerance direction, which coincides in particular with the further axis of rotation. In particular after the tolerance compensation element 36 has been moved into direct support contact with the integral support 24, the connecting element 38, for example, is connected to the integral support 24, in particular such that the connecting element 38 is screwed, in particular directly, to the integral support 24. As a result, the loading space element 26 is connected, in particular screwed, to the integral support 24 by means of the connecting element 38.This is achieved in particular by clamping the loading space element 26 against the integral support 24 by means of the connecting element 38, whereby the previous tolerance compensation can ensure a tension-free connection, in particular screwing, of the loading space element 26.

Claims

[1] Passenger car, with a bodyshell (12) as the first component, and with a front-side loading space element (26) which is formed separately from the bodyshell (12) and fastened to the bodyshell (12) as the second component, by which a front-side storage space (28) is delimited, wherein at least one tolerance compensation element (34) which is at least partially movable relative to the one component is held on one of the components, by means of which the loading space element (26) is supported on the bodyshell (12), characterized by that the tolerance compensation element (34) is formed from an elastically deformable plastic, whereby the tolerance compensation element (34) is elastically deformable (34) by at least partial movement of the tolerance compensation element relative to the one component. [2] Passenger car according to claim 1, characterized by that the plastic is an elastically deformable plastic foam. [3] Passenger car according to claim 1 or 2, characterized by that the tolerance compensation element (34) is glued to one component. [4] Passenger car according to one of claims 1 to 3, characterized by that one component is the loading space element (26) and the other component is the bodyshell (12). [5] Passenger car according to one of the preceding claims, characterized by that the tolerance compensation element (34) is at least partially and at least or exclusively movable in the vertical direction of the vehicle relative to the one component. [6] Passenger car according to one of the preceding claims, characterized bythat at least one second tolerance compensation element (37) is screwed to the loading space element (26), which second tolerance compensation element is provided in addition to the tolerance compensation element (34) and is translationally displaceable relative to the loading space element (26) by rotation relative to the loading space element (26), and by means of which the loading space element (26) is supported on an integral support (24) held on the bodyshell (12).

Images